EP2123528B1 - Combinaison de véhicule dotée d'un dispositif de frein de maintien en ligne - Google Patents

Combinaison de véhicule dotée d'un dispositif de frein de maintien en ligne Download PDF

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Publication number
EP2123528B1
EP2123528B1 EP09002318.5A EP09002318A EP2123528B1 EP 2123528 B1 EP2123528 B1 EP 2123528B1 EP 09002318 A EP09002318 A EP 09002318A EP 2123528 B1 EP2123528 B1 EP 2123528B1
Authority
EP
European Patent Office
Prior art keywords
brake
temperature
trailer
control value
value
Prior art date
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Active
Application number
EP09002318.5A
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German (de)
English (en)
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EP2123528A2 (fr
EP2123528A3 (fr
Inventor
Horst Eckert
Arnd Gaulke
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF CV Systems Hannover GmbH
Original Assignee
Wabco GmbH
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Filing date
Publication date
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Publication of EP2123528A2 publication Critical patent/EP2123528A2/fr
Publication of EP2123528A3 publication Critical patent/EP2123528A3/fr
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Publication of EP2123528B1 publication Critical patent/EP2123528B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/261—Compressed-air systems systems with both indirect application and application by springs or weights and released by compressed air
    • B60T13/263—Compressed-air systems systems with both indirect application and application by springs or weights and released by compressed air specially adapted for coupling with dependent systems, e.g. tractor-trailer systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/20—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger specially for trailers, e.g. in case of uncoupling of or overrunning by trailer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1708—Braking or traction control means specially adapted for particular types of vehicles for lorries or tractor-trailer combinations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/06—Tractor-trailer swaying

Definitions

  • the invention relates to a vehicle combination with a towing vehicle, at least one trailer and a stretch braking device, comprising a manually operable control element, an electronic control unit and a trailer-mounted controllable trailer brake, the control element and trailer brake are connected to the control unit, and the control unit is set up such in that it forms a brake control value which depends on a request control value which can be predetermined by the operating element, and in dependence on this brake control value the control unit which controls at least one trailer brake.
  • Such a stretch braking device makes it possible to manually influence the braking of a trailer, regardless of the operation of a service brake, which affects both the braking of towing vehicle and trailer.
  • the stretch braking device disclosed in this document additionally comprises means for measuring the temperature of the at least one trailer brake.
  • the control unit is set up in such a way that it forms a brake control value which is dependent on the measured temperature of the trailer brake and on the request control value which can be predetermined by the operating element. This makes it possible to avoid overheating of the trailer brake by the operation of the stretch braking device, since the brake control value is formed not only from the request control value, but also from the temperature of the trailer brake. Too high a request control value can be reduced in this way depending on the temperature.
  • the EP 1 359 076 A1 relates to a method for Zuspanningergieregelung electronically controlled braking systems of vehicle combinations of at least one towing vehicle and trailer and an arrangement for carrying out the method.
  • the determined temperatures of the wheel brakes of the wheels of the sub-vehicles (trailer vehicle) are compared with each other by a vehicle and with a predetermined temperature limit.
  • the US 4,768,840 refers to controls for brake systems for vehicle systems that, depending on the level of driver braking requirements, the braking force between the individually controllable vehicle brakes to achieve a balanced braking, a proportional braking or a compromise between them.
  • the WO 2008/044980 A1 relates to a method for measuring the brake factor (Bf) in a brake system.
  • the measured braking factor is required to control the braking force on each axle of the vehicle.
  • DE 35 02 049 A1 relates to a brake pressure control device for a motor vehicle and / or at least one trailer.
  • Said brake pressure control device comprises control electronics which serve to control the pressure control valves as a function of a temperature parameter.
  • Object of the present invention is to provide a vehicle combination with a towing vehicle, a trailer and a bracing device, which further improves the determination of the brake control value in response to the request control value by the control unit.
  • Another object of the invention is a method to provide for controlling a stretch braking device of a vehicle combination with a towing vehicle, a trailer and a stretch braking device.
  • the stretch braking device of the vehicle combination comprises a manually operable control element, an electronic control unit, at least one controllable trailer brake arranged in the trailer, first means for measuring the temperature of the at least one trailer brake, at least one tractor brake arranged in the towing vehicle and second means for measuring the temperature of the at least one A towing vehicle brake, wherein trailer brake, control element, first means and second means for measuring the temperature are connected to the control unit and the control unit is arranged such that it forms a brake control value, at least the measured temperature of the at least one trailer brake, the measured temperature of at least a towing vehicle brake and is dependent on a presettable by the control element request control value, and depending on this brake control value, the control unit Steue the at least one trailer brake rt.
  • the brake control value is therefore dependent not only on the temperature of the at least one trailer brake but also on the temperature of the at least one towing vehicle brake. This makes it possible to take into account the temperature of the at least one towing vehicle brake when determining the brake control value. Stretch braking is thus not only influenced by the temperature of the at least one trailer brake, but also by the temperature of the at least one towing vehicle brake. For example, it is possible to allow an extensional braking on the one hand, although the at least one trailer brake is overheated, but the overheating of the at least one towing vehicle brake is even stronger than that of the trailer brake, but on the other hand to reduce or suppress an excessive braking when the at least one trailer brake is overheated however, at least one towing vehicle brake is not overheated. In accordance with the invention, this makes it possible to adapt the strong extensional braking, in this case via the formation of the brake control value, much more effectively to a specific situation of the vehicle combination.
  • the request control value corresponds to the strength of the desired yielding braking and is thus dependent on the actuation of the operating element.
  • the brake control value determines the strength with which the at least one trailer brake is actuated.
  • the brake control value is updated continuously.
  • the time-dependent quantities on which the brake control value is dependent such as request control value or temperatures of the brakes, are continuously updated, whereby a dynamic control is given.
  • time-dependent one or more variables are determined only once, and these are then used within a certain period of time for the determination of the brake control value.
  • the temperature of the at least one trailer brake and the temperature of the at least one towing vehicle brake could be determined once at the onset of extensional braking, and these values used for the continuous update of the brake control value, whereas a change in the request control value by operating the control element continues to form the brake control value is taken into account.
  • the stretch braking device may be combined with a service brake.
  • the control unit can be a self-sufficient system, or can also be designed as part of another control system, for example an EBS or ABS, in particular integrated in a control module of such a system.
  • the brake control value is dependent on the difference between the temperature of the at least one towing vehicle brake and the temperature of the at least one trailer brake.
  • the differential value of the temperatures of the towing vehicle brake and the trailer brake gives a statement about which of the brakes is more heavily loaded. If the difference value is positive, ie if the towing vehicle brake is heated to a greater degree, it may make sense to permit an extensional braking despite a likewise overheated trailer brake. If the difference value is negative, this indicates that, in the event of overheating of the trailer brake, the desired stall braking, represented by the request control value, can be reduced or completely suppressed.
  • Towing vehicle and the at least one trailer may have different types of brakes.
  • one vehicle may use disc brakes and the other vehicle drum brakes.
  • a sub-vehicle has a mixed assembly of, for example, disc brakes and drum brakes. Such mixed configurations within a vehicle combination can be taken into account in the formation of the brake control value. The temperature values must be adjusted accordingly.
  • the invention is not limited to specific brake types.
  • the invention can also be used for vehicle combinations that have electromotive braking.
  • the control unit is set up such that it forms a correction value which is dependent on at least the measured temperature of the at least one trailer brake and the measured temperature of the at least one towing vehicle brake, and the brake control value is dependent on the correction value.
  • the correction value is preferably dependent on the difference between the temperature of the at least one towing vehicle brake and the temperature of the at least one trailer brake, as well as on the temperature of the at least one trailer brake.
  • Such a correction factor thus takes into account the relative load between the at least one towing vehicle brake and the at least one trailer brake, as well as the condition of the trailer brake.
  • the brake control value is formed in this case based on the correction factor and the request control value.
  • the brake control value is proportional to the correction value and to the request control value, ie contains the product of these two variables.
  • the correction value thus acts as a correction factor for the request control value.
  • the correction value is normalized to a range of 0 to 1.
  • a maximum brake control value may be formed which is dependent on the correction value and which defines an upper limit for the brake control value.
  • the maximum brake control value is compared with the request control value.
  • the brake control value is set equal to the request control value when the request control value is smaller than the maximum brake control value. Otherwise, the brake control value is set equal to the maximum brake control value. In this way, a desired bracing braking is permitted up to a certain strength, which is determined by the correction value, but beyond this value, the bracing braking can not be reinforced.
  • the trailer comprises at least two trailer brakes with first means for measuring the temperatures of the at least two trailer brakes and / or the tractor includes at least two tractor brakes having second means for measuring the temperatures of the at least two tractor brakes, wherein the brake control value is dependent on the average temperature or temperature of the at least two trailer brakes and / or the average temperature or temperature of the at least two tractor brakes.
  • the maximum temperature is the temperature of the brake, which has the highest temperature compared to the other brakes.
  • First and second means for measuring the temperature may be, for example, temperature sensors.
  • An alternative is the determination of the temperature via a load signal representing the load state of the brake, which combines the vehicle speed with the contact force of the brake disk, from which the resulting increase in temperature of the brake disk is determined and a preset temperature input value is correspondingly increased.
  • Another alternative is to determine the temperature by calculating the heat energy input to the brake from the decrease in kinetic energy of the vehicle during braking.
  • Another alternative is to determine the temperature from the deformation of components of the brake.
  • Another alternative is the selection of a component whose temperature is determined, such that this temperature reflects the thermal load condition of the brake, from which also the temperature of the brake can be closed.
  • FIG. 1 schematically shows a vehicle combination of a towing vehicle 1 and a trailer 1 ', each with a pneumatically operated EBS brake system 2, 2' with an electronic control unit, here a central control unit 4, 4 ', for wheels with wheel brakes 18, 18' of the front axles and Wheel brakes 26, 26 'of the rear axles of towing vehicle 1 and trailer 1', wherein the central control units 4, 4 'are connected to each other via a signal line 5.
  • Pressure lines are with solid lines and electrical lines or signal lines are drawn with dashed lines. Only the wheels and the associated pneumatic components of one side of the front axle VA, VA 'and the rear axle HA, HA' of the sub-vehicles 1, 1 ', of the vehicle combination are shown.
  • the compressed air required for actuating the brakes is provided in compressed air tanks 6, 8, 8 '.
  • a driver brake value transmitter 10 in towing vehicle 1 the driver prescribes a desired value to the EBS system.
  • the brake circuits are each formed with two circuits and lead via pressure modulators 14, 14 'to brake cylinders 16, 16' for the wheels with wheel brakes 18, 18 'of the front axles.
  • the other brake circuits lead via further pressure modulators 22, 22 'to brake cylinders 24, 24' for the wheels with wheel brakes 26, 26 'of the rear axles.
  • central control units 4 4 'an anti-lock system is included, which receives information about the rotational behavior of the wheels via wheel sensors 28, 28', 30, 30 ', and by controlling the pressure modulators 14, 14', 22, 22 'a possible Blocking can counteract.
  • the vehicle combination on a stretch braking device includes a manually operable control element 52, here a continuously adjustable lever, an electronic control unit, which is integrated in this case in the electronic control unit 4, 4 ', the trailer 1' arranged controllable trailer brakes 18 ', 26', first means for measuring the temperature T_Anh the trailer brakes 18 ', 26', here temperature sensors 36 ', 28', the tractor vehicle brakes 18, 26 arranged in the towing vehicle 1 and second means for measuring the temperature T_Zug of the at least one towing vehicle brake 18, 26, here temperature sensors 36, 38.
  • a manually operable control element 52 here a continuously adjustable lever
  • an electronic control unit which is integrated in this case in the electronic control unit 4, 4 '
  • the trailer 1' arranged controllable trailer brakes 18 ', 26' first means for measuring the temperature T_Anh the trailer brakes 18 ', 26', here temperature sensors 36 ', 28', the tractor vehicle brakes 18, 26 arranged in the towing vehicle 1
  • the operating element 52 and temperature sensors 36, 36 ', 38, 38' are in addition to the towing vehicle brakes 18, 26 and the trailer brakes 18 ', 26' connected to the control units 4, 4 'for signal transmission.
  • the control units 4, 4 ' are set up in such a way that they form a brake control value B, which is at least the measured temperature T_Anh of the trailer brakes 18', 26 ', the measured temperature T_Zug of the towing vehicle brakes 18, 26 and a request control value which can be predetermined by the operating element 52 A is dependent, and in dependence of this brake control value B, the control units 4, 4 ', the trailer brakes 18', 26 'control.
  • the temperature T_Anh is formed from the average temperature of the trailer brakes 18 ', 26', with the individual temperature values being weighted. Higher temperatures are weighted more heavily than lower temperatures.
  • the temperature T_Zug of the traction vehicle brakes 18, 26 is formed from the average temperature of the traction vehicle brakes, also with a weighting.
  • the temperature value of the trailer brake with the highest temperature could in particular also be taken as the temperature T_Anh. The same applies to T_Zug.
  • a correction value Y is formed, where Y is a function that depends on the difference between the temperature T_Zug the towing vehicle brakes 18, 26 and the temperature T_Anh the trailer brakes 18 ', 26', as well as the temperature T_Anh of the trailer brakes 18 ', 26' is.
  • FIG. 2 shows the correction value Y as a function of the variables mentioned in a diagram. The indicated values are adapted in this embodiment to the use of typical disc brakes as trailer brakes 18 ', 26' and towing vehicle brakes 18, 26. When using drum brakes, the function of the correction value Y would have to be adjusted accordingly.
  • the values would be lower for drum brakes. These could preferably be from the existing values by means of a proportionality factor be determined. Alternatively, an adjustment by an offset would be conceivable. The same would apply to the use of other types of brakes. Even mixed assemblies with different brake types can be considered in this way.
  • the control unit 4, 4 ' is set up such that a maximum brake control value is formed, which is dependent on the correction value Y.
  • the maximum brake control value is compared with the request control value A, wherein the brake control value B is set equal to the request control value A when the request control value is smaller than the maximum brake control value, and otherwise the brake control value B is set equal to the maximum brake control value.
  • the correction value Y corresponds to the maximum brake control value.
  • control unit 4, 4 ' is set up such that the brake control value B is formed proportional to the correction value Y and to the request control value A.
  • FIG. 2 This in FIG. 2
  • the diagram shown can be used to describe both variants.
  • dT T_Zug - T_Anh, ie the difference between the average temperatures.
  • T_Anh 300 ° C
  • the value of Y is equal to 1 independently of dT.
  • the value of the temperature T_Anh reflects a limit temperature below which the trailer brakes are not overheated.
  • Both the request control value A and the correction value Y are normalized in the value range 0 to 1.
  • Transferred to the two variants of the brake value control formation, a value Y 1 means that the request control value A is not influenced by the correction value Y.
  • Y is independent of the temperature of the trailer brakes T_Anh. In this case Y depends only on the temperature difference dT.
  • Y is a continuous function dependent on T_Anh.
  • T_Anh 325 ° C, 350 ° C and 375 ° C the corresponding curves are shown by way of example.
  • the correction value Y is strongly dependent on the temperature difference dT.
  • the brake control value by the control units 4, 4 ' continuously updated, which includes the current query the request control value of the control element 52 and the temperature sensors 36, 36', 38, 38 'of the towing vehicle or the trailer.
  • control devices 4, 4 ' have suitable electronic components and program codes in order to enable the described calculation of the control value, including the determination of the temperatures.
  • the electronic control unit of the extension brake device is integrated in the control unit 4, 4 'of the EBS brake system.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Claims (9)

  1. Combinaison de véhicule comprenant un véhicule tracteur (1) et au moins une remorque (1'), comprenant
    une unité de commande électronique (4, 4'), au moins un frein de remorque commandable (18', 26') disposé dans la remorque (1'), des premiers moyens (36', 38') pour mesurer la température (T_Anh) d'au moins un frein de remorque (18', 26'), au moins un frein de véhicule tracteur (18, 26) disposé dans le véhicule tracteur (1) et des seconds moyens (36, 38) pour mesurer la température (T_Zug) d'au moins un frein de véhicule tracteur (18, 26), dans laquelle des freins de remorque (18', 26'), des premiers moyens (36', 38') et des seconds moyens (36, 38) pour mesurer la température sont reliés à l'unité de commande (4, 4'), caractérisée en ce que la combinaison de véhicule comprend en outre un dispositif de frein de maintien en ligne doté d'un élément de commande (52) manuel et l'élément de commande (52) est relié à l'unité de commande (4, 4'), dans laquelle l'unité de commande (4, 4') est conçue de telle sorte qu'elle établisse une valeur de commande de frein qui dépend au moins de la température mesurée (T_Anh) de l'au moins un frein de remorque (18', 26'), de la température mesurée (T_Zug) de l'au moins un frein de tracteur (18, 26) et d'une valeur de commande sur demande prédéfinissable par l'élément de commande (52), et l'unité de commande (4, 4') commande l'au moins un frein de remorque (18', 26') en fonction de ladite valeur de commande de frein.
  2. Combinaison de véhicule selon la revendication 1, dans laquelle la valeur de commande de frein dépend de la différence (dT) entre la température (T_Zug) d'au moins un frein de tracteur (18, 26) du véhicule tracteur et la température (T_Anh) de l'au moins un frein de remorque (18', 26').
  3. Combinaison de véhicule selon la revendication 2, dans laquelle l'unité de commande est conçue de telle sorte qu'elle établisse une valeur de correction (Y) qui dépend au moins de la température mesurée (T_Anh) de l'au moins un frein de remorque (18', 26') et de la température mesurée (T_Zug) de l'au moins un frein de tracteur (18, 26), et dans laquelle la valeur de commande de frein dépend de la valeur de correction.
  4. Combinaison de véhicule selon la revendication 3, dans laquelle la valeur de correction est établie exactement une ou plusieurs fois avec un décalage dans le temps lorsque l'élément de commande (52) est actionné.
  5. Combinaison de véhicule selon l'une des revendications précédentes, dans laquelle la remorque comporte au moins deux freins de remorque (18', 26') dotés de premiers moyens (36', 38') pour mesurer les températures des au moins deux freins de remorque (18', 26') et/ou le véhicule tracteur comporte au moins deux freins de tracteur (18, 26) dotés de seconds moyens (36, 38) pour mesurer les températures des au moins deux freins de tracteur (18, 26), et la valeur de commande de frein dépend de la température moyenne (T_Anh) ou de la température maximale des au moins deux freins de remorque (18', 26') et/ou de la température moyenne (T_Zug) ou de la température maximale des au moins deux freins de tracteur (18, 26).
  6. Combinaison de véhicule selon l'une des revendications 3 à 5 en association avec la revendication 3, dans laquelle l'unité de commande (4, 4') est conçue de telle sorte qu'elle établisse une valeur de commande de frein maximale dépendant de la valeur de correction (Y), et la valeur de commande de frein maximale est comparée à la valeur de commande de demande, et la valeur de commande de frein est réglée à une valeur égale à la valeur de commande de demande si la valeur de commande de demande est inférieure à la valeur de commande de frein maximale, et dans le cas contraire, la valeur de commande de frein est réglée à une valeur égale à la valeur de commande de frein maximale.
  7. Combinaison de véhicule selon l'une quelconque des revendications 3 à 5 en association avec la revendication 3, dans laquelle la valeur de commande de frein est proportionnelle à la valeur de correction (Y) et à la valeur de commande de demande.
  8. Combinaison de véhicule selon l'une des revendications précédentes, dans laquelle des premier et second moyens (36', 38' ; 36, 38) destinés à mesurer la température (T_Anh, T_Zug) comportent au moins une sonde de température et/ou un modèle de température.
  9. Procédé de commande d'un dispositif de frein de maintien en ligne d'une combinaison de véhicule doté d'un véhicule tracteur (1), d'au moins une remorque (1') et d'un dispositif de frein de maintien en ligne comprenant un élément de commande actionnable manuellement (52), une unité de commande électronique (4, 4'), au moins un frein de remorque commandable (18', 26') disposé dans la remorque (1'), des premiers moyens (36', 38') pour mesurer la température (T_Anh) d'au moins un frein de remorque (18', 26'), au moins un frein de tracteur (18, 26) disposé dans le véhicule tracteur (1) et des seconds moyens (36, 38) pour mesurer la température (T_Zug) de l'au moins un frein de tracteur (18, 26), comprenant les étapes consistant à établir une valeur de commande de frein qui dépend au moins de la température mesurée (T_Anh) de l'au moins un frein (18', 26'), de la température mesurée (T_Zug) de l'au moins un frein de tracteur (18, 26) et d'une valeur de commande de demande prédéterminée par l'élément de commande (52),
    et dans lequel l'au moins un frein de remorque (18', 26') est commandé en fonction de la valeur de commande de frein.
EP09002318.5A 2008-05-21 2009-02-19 Combinaison de véhicule dotée d'un dispositif de frein de maintien en ligne Active EP2123528B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200810024630 DE102008024630A1 (de) 2008-05-21 2008-05-21 Fahrzeugkombination mit einer Streckbremsvorrichtung

Publications (3)

Publication Number Publication Date
EP2123528A2 EP2123528A2 (fr) 2009-11-25
EP2123528A3 EP2123528A3 (fr) 2018-04-04
EP2123528B1 true EP2123528B1 (fr) 2019-04-10

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EP (1) EP2123528B1 (fr)
DE (1) DE102008024630A1 (fr)

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DE102022100305A1 (de) 2022-01-07 2023-07-13 Zf Cv Systems Europe Bv Verfahren zum Steuern eines elektropneumatischen ABS-Bremssystems in einem Zugfahrzeug, Funktions-Steuereinrichtung und Zugfahrzeug

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DE102022100305A1 (de) 2022-01-07 2023-07-13 Zf Cv Systems Europe Bv Verfahren zum Steuern eines elektropneumatischen ABS-Bremssystems in einem Zugfahrzeug, Funktions-Steuereinrichtung und Zugfahrzeug

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